Carbureter.



J.' W. RAYMOND. AOMBURBTER. APPLICATION FILED 00T. 19, 1910.. 1,088,091 .f v Patented Feb. 24, 1914.

3 SHEETS-SHEET l.

J. W. RAYMOND.

` GARBURETER.

PPLIUATION FILED 00T.19, 1910.

Patented P91124, 1914.

3 SHEETS-'SHEET 2 Al //////l @Ma/QM @Homwtw J. W. RAYMOND.

UARBURETER. APPLOATION FILED 00T.1`9, 1910.

Patented Feb. 24, 1914.

3 SHEETS- SHEET 3.

. y j .UNITED STATES PATENT OFFICE.

JOHN W. RAYMOND, OF DAYTON, OHIO, ASSIGNOR TIEIE AIB, FBICTIFON CARBURETOR COMPANY; F DAYTON OHIO, A COBPORATION'OF OHIO.

CABBUBETB.

Specification of Letters l'ate'nt.

Patented Feb. 24., 1914.

To all whom it may concern:

Be it known that I, JOHN W. RAYMoNn, a citizen of the United States, residing at Dayton, in the county of Montgomeryl and State of Ohio, have invented a new and useful Carbureter, of which. the following vis a specification. i

The object of my invention is to produce a carbureter by means .of which a liquid hydrocarbon and an air current may be uniformly roduced and delivered to an internal com ustion engine. The accompanying drawings illustrate my invention. A

Figure 1 is a transverse section on line '1 1 of Fig. 2; Fig. 2 a longitudinal section .on line 2 2 of Fig. 1; Fig. 3 @a horizontal section on line 3-3 of Fig. 2;'fFig. 4.a detail of the carbureting unit practically full size and accurately proportioned. Fig. 5 a

'plan of the top of' the casting 18, and Fig. 6

a side elevation of the structure with the air manifold omitted.

I have lillustrated my improvements in the form of a. multiple ]et carbureter and Il believe that there are'some'features of nov-y elty in this arrangement but the principal Y feature of my invention resides in the carbureting unit by means of which the liquid hydrocarbon is delivered to an absorbing air current.

In the drawings, .indicates the main bodyof my carbureter which, in the present instance, is shown as comprising a valve chamber 11` in the main cyhndrical portion of which is mounted an axially slidable throttle valve 12, the amount of axial movement 'being regulated in one direction by means of an adjustable abutment 13. Arranged alongside chamber 11 and belowthe same are a plurality of carbureting units intended to deliver cumulativel into chamber e a .plurality of downwardly extending tubes o r passageways 14 which are grouped sym#y metrically relative to the ychamber 11. Thev several tubes 14 are preferably formed in tegral with the main body ,1o. and are so connected and united as to form any `open bottomed chamber 15 below chamber '11 ,and

ibetween tubes 14, the ends o f said .chamber bemg formed by vertical Walls 15,1 15"- This open bottomed chamber 15 is vented at- 15' and forms theiupper part of a vfuel chamber in which a float-16- .off form is /shanlr' of abushing24 which is atan angle to bore 21 and begins at a point close` to the upper face of castin 18 so that 1t may bev readily formed by dri ing and by this arrangement the inlet end of the passage 22 lies so farv above the bottom of the fuel chamber that' a considerable quantity of water may gather in the fuel chamber without passing into the bores 21. A pet cock 23 leads from the lowest point of the pocket 17 s o that this pocket may be readily drained of dirt and water. The upper end of. each bore 21 is threaded to receive the threaded rovided th an -axia-l bore 25 enlarged at .its upper end so as to form ani'ntermedate valve seat 26. This bushing is also provided with an intermediate outwardly extending shoulder '27 so formed that, lwhen the bushing is in place, the shoulder will rest firmly uponl the shoulder 28 'formed within a collar 29, this collar having an outwardly and upwardly Haringilange 31 which surrounds the middle Vportion 32 of bushing: 24 so as to forman yannular' fuel pocket or reservoir. 33 which is fed by means of radial' passages 34 com- Imunicatmg with bore' 25 of bushing 24 at a point abovethe valve seat 26, and at. the

:bottom of reservoir 33 so as to insure consaid reservoir. e bushing 24 is st'ant flow of vfuel through Above 'the' passages 34, t

nge 35 which, when the shou der 27 is brought down Vagainst shoulder 28, lies .a .very shortl distance above the upper edge of flange 31 of collar 29thus forming in conjunction with said ange,"a very thin annular capilla passage 36 for the outiiow of fuel vfrom e' annular chamber 33. Projectarovided with an overhangin circular j 11 and therefore the main bo y 10 comprises f ed downwardly into. the upper enlarged end v of boi-e 25 is a-needle valve 37 adapted tov A seat upon seat 26 and this needle-valve-has a threaded portion 38 which is threaded intol the upper -wall of the main casing 10 and via provided at itsouter end with a knurled 1o lP y41 and 42. The shield is so proportioned as Ahead 3 9 by means of which it maybe readily adjusted. The -lower end of each tube 14 is enlarged and mounted in this enlarged portion is a tubular shield comprising an upper cylindrical portion 41 which fits loosely in the upper end of tube 14; a large lower cylindrical portion 42 which fits loosely in the enlarged lower end of tube 14' and an intermediate inwardly and upwardly flared ortion 43 which connects the two portions Ito its parts that when it is in its lowest possible position, the plane of junction between portions 43 and 41 is substantially in sition by a very light spring 45 which enthe valve 12 endwise, the several carbureting .unitsmay be' cumulatively connected with circles it.

The bore 21 is formed in a boss 21 which is nearly surrounded by an air passage 46 which gives a free inlet'of air into the lower end of each tube 14, or rather the shell 41-42-43 mounted therein. The lower A'ends of these several air passages 46 may be .independent of each other or, if desired, an inlet manifold 47 may be' detachably secured to the lower end of casting 18 so asto provide a single airv inlet 48 leading to the several passages 46. Leading upwardly into the fuel pocket 17 of casting 18 is a fuel inlet passage 51J controlled at its inner endI by a valve 52 connected by lever 53 with float 16. The various tubes 14 connect by passages 14', 14, 14,,. and 14 in cumulative order with the chamber 11 so that, by slipping the chamber. It will be noticed that this connection is a direct'one so that, when any carburetmg unit is connected with the chamr ber 11 that connection is free and lunob- 'structed clear to the outlet from the chamber 11 so that there is no tendency toward condensation of the carbureted air current, as is the case where there is a sudden change -of direction of flow through restricted passages,'espeeially where the walls of the pas? sages are in position to be affected by ex; terna-l temperatures.

,In operation, the liquid fuel is maintained- 'constantly within annular chambers 33, so that' there is continually a thin ilm of fuelin each annular passage 36 which is held l therein by capillary attraction. j In practice it will-be found that it is very essential that the weight of the shell 41 combined with the force of spring 45 be very small indeed so that it may be moved by comparatively light currents of air, and commercially I know of no betterway of making this shell than of stamped or spun sheet metal. It is also essential, in order that this element be moved at all in the operation of the structure, that'its movement be not resisted to any material extent for the reason that the effective lifting force of the currents of air which pass through an apparatus of this kind is not very-great. I have also found that the construction of the parts should be such that the area for the passage of air immediately adjacent the fuel outlet be rapidlyincreased immediately upon the passage of any material current of air through the structure and for that reason the plane of junction between the portion 41 of the guard shell and the portion 43 should be, when the parts are atrest, practically in the plane of the fuel film so that this smaller diameter of, the shell will move from that plana when air is drawn through the appa.- ratus at engines speeds exceeding the lowest desired running speed.' I have also found it tobe necessary that a uniform quantity of fuel be supplied to each carbureting umt so that, when in action, its carbureting action will be at the maximum. It is for this purpose -that the structure is such that the annular passage 36 is fixed in dimensions and the needle valve' 37 is then provided in order that the flow of fuel to the annular chamber 33 shall be just sufficient to keep this annular passage 36 filled with oil but the supply be suiciently .restricted to avoid iooding when the air is drawn through the structure. If it were possible to make the structure suiciently accurate the needle valve would not be necessary, except perhaps, to Ventirely shut oil.' the iow of fuel to a particular carbureting unit. I have also found in practice that the internal diameter of the lower portion. 42 vof'the guard shell should exceed the internal diameter of the upper portion 41 of the` uard shell by an amount which will be su cient to give the lower portion of the shell an area substantially equal to the area of the upper portion of the shell plusth'e area of the nozzle,

ydifference in diameter is too. small, I find that because of the' necessary looseness of the shell w-ithin the tube, there will be sufficient lackjofconcentricity to permit the shell to touch the nozzle and when this happens,

the principal feature of my invention, as- I` A there will be an voutward How of fuel by the capillary action of the shell and thisfuel is likely to then close the opening between nozzle and shell when the shell is in its lower part. Infact, when this happens, the fuel is likely to rundown the shell and drip out of the air inlets. Gn the other hand, if the internal diameter of this portion of the shell be too large relative to the nozzle, the air passing'the nozzle under the action of the engine pistons at very slow or starting speeds will not have sufficient velocity to become properly carbureted. By a series of experiments# have found that I get the best results, apparently, from a construction where the internal diameter of the lower. portion of the upper part 41 of the shell eX- ceeds the external diameter 'of the nozzle by about one-sixteenth of an inch and in such construction the shell, while loose in tube 14, should not be so loose as to permit a lack of concentricity of as much as one-thirty-second of an inch. It may be'that-.other relative'proportions of these parts may be found without departing from the spirit of my in-E vention and by/ reciting the facts which have been learned from my experiments I do not desire to be limited to the particular proportions specified, but have set them forth in order that my invention may be asthoroughly understood as I understand it,

have already stated, lying in the maintenance of thedelivery condition of the nozzle at all times and the entire independence of the guard shell relative to the nozzle.

' I claim as my invention:

. 1. a carbureter comprising an air passage and a fuel reservoir, 'a fuel nozzle di rected. into said air passage and connected with the reservoir, sa1d nozzle compr1si ing a sleeve having an outwardly flaring flange, a tubular bushing having to. hold'the same in position, and also havingl a shoulder engaging said sleeve an overhanging ange overharliing the ar capillary discharge passage said bushing havln a seat formed therein between vits inlet and the discharge to said annular capillary pas-I sage, and aeedle valve associated with said seat, said n edle valve 'being adjustably mounted in the main body of the structure independent of the bushing.

2. 'In a carbureter comprising-'an air passage and a fuel reservoir, a' fuel nozzle directed into said air passage and connected with the reservoir, said nozzle comprising a'sleeve having an outwardly llaring flange,

a tubular'bushing having a sligngldergengaging said sleeve to hold the same position,

vand alsohaving an overhanging. ange over# hanging the ange of the sleeve to form an annular capillary discharge passage, said bushing having a valve seat formed therein between its inlet and the discharge to said annular capillary passage, and a needle valve associated with said valve seat.

3. In a carburetei' comprising an air passage and a fuel reservoir, a fuel nozzle directed into said air passage and connected with the'reservoir, said nozzle comprising a sleeve havingan outwardly -Haring flange, and a tubular bushing having a shoulder engaging said sleeve to hold the same in position, and. also having an overha'ngingplementary casing member having' a fuel' pocket arranged to complement the open bottom fuel chamber of the main casing, a.

plurality of fuel nozzles carried -by said complementary casing in position to bev associated'with .the several depending air passages and communicating with the interior 'of the fuel chamber.

g. In a carbureter a fuel delivery struc? ture comprising. a main casing having an atomizing chamber formed therein, a fuel chamber communicatingwith said atomiz- 'ing chamber, and a nozzle structure mount! ed in the atomi'zingchamber, 'said' nozzle structure comprising a Vtubular member arranged to surround the passage between the fuel chamber and atomizing chamber, and' a second member sleeved within the first nember and holding the said first member in place, said lirstand second members having adjacent portions forming a thin substantially horlzontal annular passageand said second member embodying a valve seat surrounding the passage between the fuel chamber and the said annular passage, and

' a valve mounted in said second member and coact-ing with the seat thereof.

In witness whereof, I have hereunto set my hand and seal at Indianapolis, Indiana, this fifth d ay of October, A. D. one thousand ninev hundred and ten; g

' J OHN W. RAYMOND. [ma] Witnesses:

ARTHUR M. Hoon v .THOMAS W. McMimNs. 

